Propelling mechanism.



C. OLIVER & 0. G. JAGOBSON.

PROPELLING MBGHANISM.

.APPLICATION FILED APR. 13, 1912.

1,061,1 10. Patented May 6, 1913.i

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COLUMBIA PLANOGRAPH co., WASHINGTDN. D, c.

C. OLIVER & 0. G. JAcoBsoN. PROPELLING MEGHANISM.

APPLICATION FILED APR. 13, 1912. 1,061,1 10, Patented May 6, 1913.

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COLUMBIA PLANDGRAPH c0.wAsH|NGToN. D. c.

CHRISTIAN OLIVER AND OLAF Gr. JACOBSON, 0F BALTIMORE, MARYLAND.

PROPELLING MECHANISM.

Specification of Letters Patent.

Patented May e, 191s.

Application led April 13, 1912. Serial No. 690,612.

'To all whom t may concern:

Be it known that we, CHRISTIAN OLIVER, a subject of the King of Norway,and OLAF G. JAcoBsoN, a citizen of the United States, residing atBaltimore city, State of Maryland, have invented new and useful1mprovements in Propelling Mechanisms, of which the following is aspecification.

This invention relates to propelling mechanism for vessels.

The principal object of the invention is to provide simple and eiiicientmeans whereby after the vessel has received its initial start by any.suitable type of engine, the force of water impinging against the bowmay be utilized to produce power whereby the aforesaid engines may bedriven independent of steam power.

Further objects of this invention will appear as the following' specificdescription is read in connection with the accompanying drawing, whichforms a part of this application, and in which Figure 1 is alongitudinal section through the vessel showing the improved guidingmechanism arranged therein. Fig. 2 is a detail side elevation. Fig. 3 isa detail horizontal section. Fig. 4 is a vertical sect-ion on the linef-Ll of Fig. 3. Fig. 5 is a detail sectional view showing the compressedair tank and its associated parts. Fig. 6 is a detail vertical sectionalview showing the valves of the separate tubes.

Referring more particularly to the drawings, 1 represents the hull ofthe vessel which is provided upon opposite sides of its bottom 2 withperforated plates 3, each of which are connected to suitable casings 4extending inwardly from the sides of the hull and having their rear endstapered horizont-ally and downwardly to connections with suitableconduction pipes 5 and 6, both of which are provided with check valves 7therein. Communicating with each aperture 8 in the plates 3 are pipes 9having flap valves 10 arranged in their length and operating, as shown,to prevent exit of air or water when once let into the casings 4. Thepipes 7 extend rearwardly, preferably between the keel and the floor andare connected at their rear ends to a pressure tank 11. This pressuretank is provided with a pressure gage 12 and a pipe 13 which leads to asafety valve 14. A suitable gage glass 15 is connected to the tank atthe upper and lower portions thereof and extends the full length of saidtank, as shown.

Mounted in the hull adjacent the pressure tank is a turbine or otherengine 16 connected to the valve pipe 17 and having a driving shaft 18which is provided with a gear19 to mesh with the gears 20 on thepropeller shafts 21, one only of which is shown herein.

In the operation of the device, the tank is preferably empty or it mayhave la quantity of compressed air therein sufficient to start the boatwithout the operation of the engine by steam. Under ordinarycircumstances, the engine will be started by steam and the boat givenits initial movement. This causes water and air to be forced through thetubes 9 at the bow of the vessel and as this water passes back throughthe check valves and into the compression tank, the air rises in thetank and is compressed by the rising-water so that it may be utilized todrive the engine independent of its source of steam supply.

If it is found necessary, the engine 16 may be in form of an ordinarycompressed air engine and an auxiliary engine may be supplied to startthe vessel, which engine may either be an ordinary steam engine or anyother type suitable for the purpose.

The device, of course will operate with more efficiency in a sea waybecause as the bow of the vessel rises and falls, the tubes 9 willreceive air on the rise of the bow which will be compressed as the bowis submerged. Thus more air and less water is taken into the tank andthere is, therefore, less water to be discharged through the sea cock22.

After the vessel has been initially started and has attained a requisitespeed and the proper amount of air has been compressed in the storagetank, this air is utilized to drive the vessel and as long as the vesselproceeds under this power the same action of continuously compressingair will take place. When the tank becomes full of water it is, ofcourse, necessary to remove the same and start the vessel again by theuse of the engine driven by steam, and when this has been done the steamis cut off and the compressed air from the tank is used in its place.

What is claimed is 1. In a device of the class described, a hull, acasing mounted in the hull, valved tubes leading into the casing andexposed through the hull, an air tank connected to the casing, and apropelling engine connected to the receiving tank and adapted to be op*erated by the compressed air therefrom.

2. In a device of the class described, a hull, casing mounted in thehull, valved tubes projecting into the casing and exposed through thehull, an air tank, a valved tube connecting the casing to the receivingtank, a Water outlet for the tank, a steam engine mounted in the hulland adapted to be operated by the compressed air from the tank, a valveconnect-ion between the receiving tank and the engine, and a propellingshaft operated by the engine.

In testimony whereof We afx our signatures in presence of two Witnesses.

CHRISTIAN oLivnn. OLAF er. JAcoBsoN.

lVtnesses:

EDER CLILL, AUGUSTUS W. BRADFORD.

Copies of this patent may be obtained for ve cents each, by addressingthe Gommissioner of Patenti.

Washington, D. C.

